As shown in Figure 4.2, the forced

如图4.2所示，强制锁定型限滑差速器是在普通锥齿轮差速器上增加一个差速器锁，并在必要时锁定该差速器。此时，左右驱动轮可以传递所有由附着力决定的扭矩。当汽车驶入良好道路时，应立即释放差速器的锁定机构，否则，将发生与无差速器相同的问题，例如，转弯困难，轮胎磨损加速，传动系零件超载和消耗功率太大等。<br>（3）自锁差速器<br>为了充分利用汽车的牵引力，确保驱动轮之间的扭矩分配不均，提高防滑能力，避免上述强制锁止差速器的缺点，各种自锁性锁定差速器已创建。<br>评估自锁差速器性能的主要参数是其锁紧系数。为了提高汽车的通过性，似乎锁定系数越大越好。但是，如上所述，过大的锁止系数不仅会对转向控制的便携性和灵活性，驾驶稳定性，传动系统的负荷，轮胎磨损和燃油消耗产生不利影响，而且也无助于进一步改善防滑性能。驱动轮的能力。因此，在设计高通汽车差速器时，应正确选择锁定系数。<br>差速器功能：分配两个输出轴的扭矩，以确保两个输出轴可以不同的角速度旋转。本设计中使用的普通锥齿轮差速器结构简单，运行稳定可靠，适用于本设计中设计的汽车驱动桥。

如图 4.2 所示，强制锁定类型限制滑差是向普通斜面齿轮差速器添加差速锁，并在必要时锁定差速器。此时，左右驱动轮可以传输所有由粘附决定的扭矩。当汽车进入好路时，应立即释放差速器的锁定机制，否则就会出现与无差速车相同的问题，如转弯难、轮胎磨损加速、动车段超载、耗电过大等。<br>（3） 自锁差分<br>为了充分利用汽车的牵引力，保证驱动轮之间扭矩的不均等分布，提高防滑能力，避免上述强制锁定差速器的弊端，创造了各种类型的自锁差速器。<br>用于评估自锁差速器性能的主要参数是其锁定系数。为了提高汽车的可通行性，锁系数越大越好。但是，如上所述，过多的锁定系数不仅对转向控制的便携性和灵活性、驾驶稳定性、变速箱系统负载、轮胎磨损和油耗都有不利影响，而且无助于进一步提高车轮的防滑能力。因此，在设计高通汽车差速时，应正确选择锁定系数。<br>差分函数：分配两个输出轴的扭矩，以确保两个输出轴可以以不同的角度速度旋转。本设计采用的普通斜面齿轮差速器结构简单，运行稳定可靠，适用于本设计中设计的汽车驱动轴。

As shown in Figure 4.2, the forced locking type limited slip differential is to add a differential lock to the ordinary bevel gear differential, and lock the differential if necessary. At this time, the left and right driving wheels can transmit all torque determined by adhesion. When a car enters a good road, the locking mechanism of the differential should be released immediately, otherwise, the same problems as those without differential will occur, such as making it difficult to turn, accelerating tire wear, overloading the drive train parts and consuming too much power, etc.(3) Self-locking differentialIn order to make full use of the traction force of the automobile, ensure the unequal distribution of torque among the driving wheels, improve the anti-skid ability, and avoid the disadvantages of the above-mentioned forced locking differential, various types of self-locking differential have been created.The main parameter used to evaluate the performance of self-locking differential is its locking coefficient. In order to improve the passability of automobiles, it seems that the larger the locking coefficient, the better. However, as mentioned above, the excessive locking coefficient not only has adverse effects on the portability and flexibility of steering control, driving stability, load of transmission system, tire wear and fuel consumption, but also does not help to further improve the anti-skid ability of driving wheels. Therefore, the locking coefficient should be selected correctly when designing high-pass automobile differential.Differential function: distribute the torque of the two output shafts to ensure that the two output shafts may rotate at different angular speeds. The ordinary bevel gear differential used in this design is simple in structure, stable and reliable in operation, and suitable for the automobile drive axle designed in this design.<br>